Narrative:

A DC10-30 trip to paris, made a takeoff in houston with the temperature at 85 degree F. The captain made the takeoff during which the #1 and #2 engines overtemped to 980 degree celsius. The #3 engine showed an overspd to approximately 114 percent. The autothrottles were engaged after the engines were stabilized and were used at the time of the overtemp and overspd sits. After we became airborne, the captain, first officer, and so talked to maintenance and a precautionary return to iah was made. We landed under maximum landing weight after fuel dump. Note: during the takeoff, when overtemp and overspd were observed, power was reduced to approximately reduced takeoff power to prevent extreme sits. Also, the #1 and #2 engines had only 1 fire loop working. Callback conversation with reporter revealed the following: the captain was flying a DC10-30 with tape instrument displays for the engines. He complained that this type of display required too much xchking to see if a parameter was being exceeded or if only the display was faulty. In this case, #1 and #2 engines were very high time and were scheduled for overhaul after this trip. The #3 engine was new. The captain did not observe the overspd, it was called out by the first officer after the overtemps, but the so also adjusted that engine in response to that call. Once they were airborne the crew decided that returning to land would be the most prudent thing to do since the engines were suspect and they were just starting a long overwater flight. All of the engines were later changed. The flight crew changed aircraft and continued to paris.

Related reports:

Google
 

Original NASA ASRS Text

Title: ACFT EQUIP PROB -- DURING TKOF THIS ACR HAD ALL 3 ENGS MALFUNCTION. THE FLC MADE A SUCCESSFUL TKOF THEN RETURNED TO LAND AFTER DUMPING FUEL.

Narrative: A DC10-30 TRIP TO PARIS, MADE A TKOF IN HOUSTON WITH THE TEMP AT 85 DEG F. THE CAPT MADE THE TKOF DURING WHICH THE #1 AND #2 ENGS OVERTEMPED TO 980 DEG CELSIUS. THE #3 ENG SHOWED AN OVERSPD TO APPROX 114 PERCENT. THE AUTOTHROTTLES WERE ENGAGED AFTER THE ENGS WERE STABILIZED AND WERE USED AT THE TIME OF THE OVERTEMP AND OVERSPD SITS. AFTER WE BECAME AIRBORNE, THE CAPT, FO, AND SO TALKED TO MAINT AND A PRECAUTIONARY RETURN TO IAH WAS MADE. WE LANDED UNDER MAX LNDG WT AFTER FUEL DUMP. NOTE: DURING THE TKOF, WHEN OVERTEMP AND OVERSPD WERE OBSERVED, PWR WAS REDUCED TO APPROX REDUCED TKOF PWR TO PREVENT EXTREME SITS. ALSO, THE #1 AND #2 ENGS HAD ONLY 1 FIRE LOOP WORKING. CALLBACK CONVERSATION WITH REPORTER REVEALED THE FOLLOWING: THE CAPT WAS FLYING A DC10-30 WITH TAPE INST DISPLAYS FOR THE ENGS. HE COMPLAINED THAT THIS TYPE OF DISPLAY REQUIRED TOO MUCH XCHKING TO SEE IF A PARAMETER WAS BEING EXCEEDED OR IF ONLY THE DISPLAY WAS FAULTY. IN THIS CASE, #1 AND #2 ENGS WERE VERY HIGH TIME AND WERE SCHEDULED FOR OVERHAUL AFTER THIS TRIP. THE #3 ENG WAS NEW. THE CAPT DID NOT OBSERVE THE OVERSPD, IT WAS CALLED OUT BY THE FO AFTER THE OVERTEMPS, BUT THE SO ALSO ADJUSTED THAT ENG IN RESPONSE TO THAT CALL. ONCE THEY WERE AIRBORNE THE CREW DECIDED THAT RETURNING TO LAND WOULD BE THE MOST PRUDENT THING TO DO SINCE THE ENGS WERE SUSPECT AND THEY WERE JUST STARTING A LONG OVERWATER FLT. ALL OF THE ENGS WERE LATER CHANGED. THE FLC CHANGED ACFT AND CONTINUED TO PARIS.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.